JP2518651B2 - Expansion joint of rail - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a guide track for traveling a vehicle having wheels made of an elastic material such as rubber. In particular, the invention relates to a running track of such a guide track and an expansion joint of at least one of the guide tracks. INDUSTRIAL APPLICABILITY The present invention is particularly effective in implementing Japanese Patent Publication No. 58-14881 "Guide rail having expansion joints", which can absorb a large amount of expansion and contraction by providing a plurality of expansion joints having only small expansion and contraction amounts. It is not limited.

[Technology of the invention]

The most common rail joint is the joint plate structure used in ordinary railways. In this structure, the two rails are firmly connected and no step is formed between the rails, but the movement of the rails in the expansion / contraction direction cannot absorb a large expansion / contraction with a very small amount.

As an expansion and contraction joint of a guide track on which a vehicle having wheels made of an elastic material such as rubber travels, there is one shown in Fig. 5 of JP-B-58-14881. This is capable of coping with large expansion and contraction as a whole, by providing a plurality of expansion and contraction seams having a small expansion and contraction amount and without causing large expansion and contraction displacement in one piece. However, as the role of the rail joint structure, in addition to absorbing expansion and contraction due to temperature change of the rail, it is also important not to cause a step between the rails in the joint, and considering this known structure from this viewpoint, The function of preventing the step difference between the rails is not sufficient as an action because it relies on indirect dimensional constraint from one rail to a structure on one track and from that structure to another rail.

As another example of the rail joint of the guide track, see SAIkai 54-1552.
There are the ones shown in Nos. 02, 3, 4 and 5. This structure has an effect similar to that of a joint plate of a general railroad, prevents the occurrence of steps between rails, and allows free expansion and contraction. However,
It does not have the function of limiting the maximum clearance like 58-14881, so it reduces the so-called wheel dents,
These measures are separately needed to accommodate large stretches.

In a rail joint, when there is a gap between the rails, the wheels are accompanied by a so-called "falling" radial drop motion of the wheels. In order to prevent this, a large number of finger pieces arranged in parallel that extend in the direction of expansion and contraction of the rails are alternately projected from both rails, and these are meshed together, so-called finger type joints, and the rail ends are cut diagonally. The wheel rolling surface shapes such as the diagonal seam and the Z-shaped seam in which the rail end is cut stepwise when viewed from the upper surface are practically used.

[Problems to be solved by the invention]

Regardless of whether it is a pneumatic tire, a rubber tire, or a steel tire, it is desirable that the rail has no steps, but the more the wheel is made of a hard material, the greater the influence. In the guide track, even a rubber tire having a solid structure needs to have a step smaller than that of a pneumatic rubber tire.
In addition, it is particularly necessary to prevent a large gap in the stretchable portion in the wheel having a solid structure. Both of these must be established where the amount of expansion and contraction of track structures such as bridge girders is large.

When an H-shaped member is used for the rail, if the wheel load acts on the tip of the flange at the end of the rail, the flange is weak in strength. If the member size is set so that this strength is sufficient, the strength of the general part becomes excessive and uneconomical.
From this point, it is desired to strengthen only the end portion, which is a weak point, without enlarging the member.

Further, it is necessary to have a structure that follows the movement of the track structure due to the displacement of the bridge girder and the deformation of the bridge girder due to loading, etc., when restraint is made between the rails at the rail joint without causing a step difference.

The present invention solves the above problems, and its purpose is to:
In order to accommodate a large amount of expansion and contraction with multiple expansion and contraction seams, it has a structure that limits the maximum displacement at one location, and also provides expansion and contraction seams of rails that can also correspond to solid wheels with a minimum step difference between the rails. It is a thing.

Further, another object of the present invention is to extend and contract the rail so that the rail member can be economically selected by having a so-called wheel transfer surface shape without a dent of the wheel and reinforcing the weak rail end. It provides a seam.

[Means for solving problems]

In order to solve the above-mentioned problems, in the present invention, in a rail joint, a locking plate having a fitting recess extending in the rail expansion / contraction direction is provided on one rail, and a fitting protrusion that fits into the fitting recess is provided. A locking piece is provided on the other rail, and the locking plate and the locking piece constitute a locking mechanism. This locking mechanism allows a predetermined expansion / contraction motion in the expansion / contraction direction while maintaining the same in the wheel load direction. Constrain displacement. In addition, the wheel rolling surface at the seam shall have a shape in which the rolling surfaces of the two rails overlap each other, and at the end of the rail, a reinforcing material that joins between the flanges on the front and back of the rail is provided so that the load bearing at the end of the rail is Reinforce the surface. Further, in this locking mechanism, the rail is arranged in the middle of the mounting portion and the mounting portion for mounting the rail to the track structure, and in the mounting portion, an elastic support mechanism such as a rubber pad is provided between the track structure and the rail.

[Work]

Reference numeral 1 is a locking plate having a square hole attached to the rail C, and reference numeral 2 is a rectangular pillar-shaped locking piece to which the rail B is integrally attached. 3 is a wheel rolling on the rail surface. The locking plate 1 and the locking piece 2 can be engaged by moving G ₁ toward the side where the rail gap G is contracted in the direction X of expansion and contraction of the rail, and G ₂ toward the side where the rail spacing G is increased, but the direction Y of the wheel load. It is possible to maintain a situation in which there is no step on the transfer surface of the wheel whose displacement is restricted without a gap in the direction. Further, the maximum value of the rail gap G is limited by the limiting function of the locking mechanism in the direction of expansion and contraction of the rail.

In the present invention, the shape of the wheel rolling surface that wraps in the longitudinal direction of the rail, that is, the shape shown in FIGS. 1 and 7, is called a so-called wheel depression. No radial drop motion of the wheels occurs.

1 (b) and 1 (c), if the rail end does not have the reinforcement 4, the wheel load W acts on the tip of the flange, and the root D of the flange becomes a weak point in strength. However, by providing the reinforcing member 4, the front and back flanges work together, and the weakness in strength of the end flange is eliminated.

Fig. 3 shows the case where relative displacement occurs in the track structure due to the displacement of the bridge girders, and the bending flexures δ ₁ and δ _{2 of the} rails with respect to the bridge displacement δ and the elasticity k ₁ and k ₂ due to the pad of the mounting part, etc. Deflection h ₁ −h ₂ is generated and the continuity of the track is not lost. Excessive pressure can be prevented by selecting the elasticity of k ₁ and k ₂ with respect to the expected deviation amount.

(Example) FIG. 1 shows an example in which the present invention is applied to a guide rail of a guide track.

The figure shows the joint between rails B and C, and 1 is a locking plate having a square fitting hole 1a, which is attached to the web of rail C. An extension web 5 is attached to the web of the rail B as shown in FIG. 1 (a). The extension web 5 projects from the end portion of the rail B and extends along the web of the rail C, and the side surface of the extension web 5 is a fitting recess of the locking plate 1.
A locking piece 2 having a fitting convex portion 2a fitted to 1a is attached. Fitting concave portion 1a of locking plate 1 and fitting convex portion of locking piece 2
2a has a gap of G _{1 in} the direction in which the gap G between the rails B and C contracts in the X direction shown in the first (b), and G _{2 in} the direction of increasing the gap G. Although it is movable in the X direction within the range of, the displacement in the Y direction is restricted. The rolling surface of the wheels is
A known Z-shaped seam shown in FIG. 1 (d) is used. Rail B, C
Are both I-shaped cross-section members, the reinforcing member 4 is arranged between the front and back flanges at the rail end that is the most distal end of the Z shape, and the front and back flanges are at the rail end that is the root of the Z shape. A reinforcing member 6 is arranged in between.

The rails B and C are located at positions distant from the seam in the longitudinal direction, via the elastic pad 7 made of rubber or the like, and using the presser foot 8, the elastic material press pad 9, and the fastening bolts 10.
Backed by 11. The support plate 11 is an anchor bolt 12
Is supported by track structures 13, 14.

The locking piece 2 is attached to the rail B in advance, and the locking plate 1 is set so that the gap between G _{1 and} G ₂ becomes a predetermined value when the wheel rolling surface is set so that there is no step on the road. Is fixed to the rail C by welding. Such construction keeps the wheel rolling surface in a good condition.

In the structure described above, the guide wheel 3 of the guide rail car is
It rolls on the front flange of the guide rail B or C as shown in FIG. When the rails B and C expand and contract due to temperature change, the rails B and C can be relatively displaced at the joint by a distance corresponding to the gaps G ₁ and G ₂ . Rail B, C
Is restrained from being relatively displaced in the direction perpendicular to the longitudinal direction by the engagement of the fitting hole 1a of the locking plate 1 and the convex portion 2a of the locking piece 2, so that the relative displacement between the guide surfaces is increased. It is possible to prevent a step from being generated. For example, as shown in FIG. 3, track structure 1
When there is a lateral shift δ between 3 and 14, rails B and C
Forms a continuous curve at the seam due to the bending deformations δ ₁ and δ ₂ . In this case, the support portion that supports the rails B and C on the track structures 13 and 14 is located at a position spaced from the joint of the rails B and C in the longitudinal direction, and the elastic pad 7 and the pressing pad of the elastic material. 9, the rails B and C are in a state of receiving elastic supports k ₁ and k ₂ as shown in FIG. 3, and the distances h ₁ and h ₂ to the track structures 13 and 14 are appropriately changed. , C are prevented from being rapidly bent.
Further, at the end portions of the rails B and C, since the reinforcing members 4 and 6 are arranged between the front and back flanges, it is possible to prevent the front flange from being modified by the wheel load.

FIG. 4 is a side view of a seam portion showing another embodiment of the locking plate. The locking plate 15 is formed in a bifurcated shape and has a fitting recess 15a opened at one end. The fitting protrusion of the locking piece 2 is fitted into the fitting recess 15a.
2a is fitted. In this example, the locking plate 15 is attached to the rail B, and the locking piece 2 is attached to the rail C. In this structure,
The increase of the gap G is limited by G ₁ , and the contraction side is movable until G = 0.

An embodiment in which the expansion joint of the present invention is used between bridge girders having a large expansion / contraction amount is shown in FIGS. 5 and 6. This embodiment is applied to a guide rail, and the figure shows only one side of one track. Rails 16, 17, 18, 1 for one bridge girder seam
By arranging 9 and 20, four expansion joints 21a, 21b, 21c, and 21d are provided so as to obtain an expansion and contraction amount of 4 times. Each of the joints 21a, 21b, 21c, 21d has a locking plate 1 and a locking piece 2 of the present invention.
Locking mechanisms 22a, 22b, 22c, 22d composed of and are used. As described in the previous example, the locking mechanisms 22a, 22b, 22
Since c and 22d are designed to limit the maximum value of the interval between the joints, it is possible to arrange a plurality of expansion joints in series in this way. Reference numeral 23 is a rail support structure, and in this embodiment, two rails are arranged on each rail. The detailed structure is almost the same as that shown in FIG.

[Effect]

As is clear from the above description, according to the configuration of the present invention, it is possible to obtain a structure in which a step between the rails does not occur at the joint of the rails and the wheel is not dented. Further, by limiting the maximum interval of the joints, a large amount of expansion and contraction can be dealt with by a plurality of expansion and contraction joints, and it is possible to economically select the rail member.

[Brief description of drawings]

FIG. 1 (a) is a plan view of a guide rail seam showing an embodiment of the present invention, FIG. 1 (b) is a partially cutaway side view thereof, and FIG. 1 (c) is a rail supported on a track structure. Fig. 1 (d) is a side view showing an example of a rail end portion shape in a rail joint, Fig. 2 is a sectional view showing a rolling state of a guide wheel, and Fig. 3 is a track. FIG. 4 is a schematic view showing a state of rail joints when a step is formed in a structure, FIG. 4 is a plan view showing another embodiment of the present invention, FIG. 5 is a plan view showing still another example, and FIG. FIG. 6 is a side view of the example of FIG. FIG. 7 shows another embodiment. 1 ... Locking plate, 1a ... Fitting concave part, 2 ... Locking piece, 2a ... Fitting convex part, 4, 6 ... Reinforcing material, 7 ... Elastic pad, 9 ... Press pad, 11 …… Support plate, 13,14 …… Track structure, B, C …… Guide rail.

Claims (1)

(57) [Claims] Claim: What is claimed is: 1. An expansion joint for guide rails of a guide rail for traveling a vehicle, in which at least one of guide rails and guide rails is composed of a member having an H-shaped cross section and has wheels made of elastic material such as rubber. (A) Attached to one of the rails of the rail joint,
The locking mechanism is composed of a locking plate having a fitting recess extending in the expansion / contraction direction and a locking piece having a fitting protrusion that is attached to the other rail and fits into the fitting recess of the locking piece. The locking piece is movable with respect to the locking plate in a direction of expansion and contraction with a gap of a predetermined expansion and contraction, and has an engagement relationship for restraining displacement in the direction of wheel load, and (b) at both ends of the rail joint. In order to prevent the wheels from falling in the gap between the rails, both rails have a wheel rolling surface shape that wraps in the longitudinal direction of the raceway. (C) At the end of both rails, a reinforcement that connects the front and back flanges of the rail And (d) the locking mechanism is arranged at an intermediate portion of an attachment portion of the rail to the track structure, which is arranged at intervals in the longitudinal direction of the track, and (e) at the attachment portion, An elastic support structure is provided between the rail and the rail. Expansion and contraction joints of the railway.